Automobile electric independent seat adjustment



J1me 1954 J. HALTENBERGER 258L688 AUTOMOBILE ELECTRIC INDEPENDENT SEATADJUSTMENT Filed Feb. 23, 1950 2 Shets-Sheet 1 ATTOR N EY June 22; 1954J. HALTMENBEIRGER Y 2,681,688

AUTOMOBILE ELECTRIC INDEPENDENT SEAT ADJUSTMENT Filed Feb. 23., 1950 2Sheets-Sheet 2 ATTORNEY Patented June 22, 1954 UNITED STATES PATENTOFFICE AUTOMOBILE ELECTRIC INDEPENDENT SEAT ADJUSTMENT Claims.

The present is similar embodiment to my copending patent applications,Serial No. 23,152 for Automobile Front Seat Adjustment, filed April 26,1948, now abandoned, and Serial No. 64,208 for Motor Vehicle IndependentSeat Control filed December 8, 1948. Now practically all automobilemanufacturers produce an open top, and also a light metal top model,wherein the usual undivided front seat adjustment is operated by anelectro-hydraulic system. The constructions applicant is aware of,provide for a two directional electric switch, disposed on the seatdrivers side wall, when operating same, the controls move the seat foreor rearwardly in constant parallelism.

It is here proposed, and it is the object of my invention, to provide ausual unitary front seat with a selective seat end electro-hydrauliccontrol, disposed on the seat, with one or two electrohydraulic powerjacks under the seat and in the preferred form, to provide two electricswitch controls on the drivers side, resulting in selective seatadjustment forward or rearward of either of the seat ends for seatdiagonal adjustment. When however, the driver operates the two controlsin unison, a usual parallel seat adjustment is arrived at.

A further object is to provide a selective seat end adjustment whileretaining the present proven electro-hydraulic system and electriccontrol, and to incorporate inexpensive duplicates thereof. Furtherobjects will appear as the description proceeds.

Referring to the drawings: Fig. l is a side elevation of an automobilefront seat, in the extreme rear position, with parts broken away, andshowing the seat rack; Fig. 2 is similar to Fig. 1 showing the hydraulicjack and mounting; Fig. 3 is a plan view of the seat, with the seatcushion left out; Fig. 4 illustrates the seat rack shown in Fig. 1, hereshown in a larger scale; Fig. 5 is a section substantially on line 5-5of 4; Fig. 6 is a top View of a part of Fig. 5; Fig. '7 is a sectionsubstantially on line 5-5 of Fig. i and associated parts, including, theschematical presentation of the electro-hydraulic controls and thepassenger end seat supporting rack; Fig. 8 is a section substantially online S8 of Fig. I; Fig. 9 is a plan view of an automobile front seat inextreme rear position, a modification of the invention; Fig. 10 is awiring diagram for Fig. 9; Fig. 11 is a side elevation of one of theseat racks shown in Fig. 9, here illustrated in a larger scale; Fig. 12is a section substantially on line l2l2 of Fig. 11; Fig. 13 is a planview of the seat racl: shown in Fig. 11, here shown in forwardlyextended position.

Referring to Figs. 1 to 8 inclusive, it will be seen that close to ausual steering wheel 8, a usual unitary automobile front seat, hereshown in extreme rear position, is formed by a transversely extendingfront frame Wall 9, seat rear frame wall 10 and interconnecting sidewalls ii. lnbetween these seat walls, a usual seat supporting tray i2 issecured as by spot welding. The seat is provided with a usual cushion.l3 and back rest Hi. The seat is adjustably supported by a pair of usualtelescoping seat racks generally at l5. These, for simplicity ofpresentation, are shown as being formed of part circles, and in constantfree sliding contact.

Seat rack unit It provides a stationary U- shaped channel member havinga depressed top surface wall l5, terminating in higher level smoothsurfaces IT. Under surfaces H, as by spot welding, supporting legsterminating in securing lips I3 are provided. Lips l8 as by cap-screws28 (indicated in Figs. 4 and 5) secure the lJ-shaped channel to theusual floor 2|.

The seat rack i5 is composed of stationary, pivotally, andtelescopically slidable members. As

. is clear from the drawings, an inner telescope member is formed of aflattened wall 22, and therewith integral part circle wall 23, providedwith closely spaced seat locating notches 24, and an opposed part circlewall 25 respectively. Walls i6 and 22 are operatively interconnected bya pivot bolt 26 (to be described).

The inner telescope member slidably supports an outer telescope member,which is formed of a flattened wall 2! and depending part circle wall 23wherein a seat locking arm window 29 is provided, and an opposed partcircle wall 3% respec tively. At the ends of flattened wall 2?, as byspot welding, seat securing brackets 3! are provided for the seat andtray interconnecting cap screws 32.

At the mid-portion of wall 2i, as by spot welded lips 33, a U-shapedbracket is secured. As indicated in Fig. 6, it is formed into a top wall34 having openings 35 and 36 for the passage of isolated.

electrical control conduits, and it terminates in edge 31. Wall 34 isalso provided with a pair of depending parts 38, indicated in Fig. 5serving as an anchor for the control levers fulcrum pin it.

Pin 46 between parts 38 operatively supports a generally three-armedspring loaded lever. It is composed of a manual operating lever il,electric contact and seat locking arm i2, and return spring contactingarm 43. Pin ts also supports an adjacent three-armed lever having amanual operating pad it in overlapping relation. to operative lever 41,an electric contact arm 45, and a return spring contacting arm end 46.Lever 4i and pad 41) are yieldingly held normally in contact with edge31, by compression return springs ll and 48 respectively. Electricalcontact arms 42 and 45 might be provided with usual electricallyisolated top contact surfaces (not shown).

Fig. 5 clearly illustrates the drivers seat end in a locked position.Here, the contact ends of electrical control wires and 5| and also 52and 53 are isolated, locking arm 42 passing through window 29 is now inthe end notch 24, as also indicated in Fig. 8.

Fig. '7 schematically illustrates the well known operative parts andwiring diagram, the drivers side control is illustrated at the rearwardtravel position of the drivers end of the seat. The passenger end isshown while in the locked position. Here, on the drivers side, themanual operating lever i! is shown in a manually depressed position, andcorrespondingly the locking arm d2 is above the seat locking notch 24,completely clearing same.

Inasmuch as arm 42 after being disengaged from notch 24, and afterpassing through a neutral space, comes in contact with and closes theelectric control switch circuit between the ends of conduits 59 and 5|,the positive charge from battery 54 flowing through to conduit 55,energizes a solenoid generally at 5%. when energized is constructed tooverride the efforts of a valve closing spring 5'5, holds a needlecontrol valve 58 off its seat, permitting a hydraulic flow.

Solenoid 56 is built into a usual electrohydraulic power jack having ahousing 69 and is arranged to support a hydraulic fluid pipe iii andanchoring eyelet 62. This end of the jack is operatively mounted on astationary floor pin 63, a part of stationary cone 64. Housing 50 alsocontains a usual piston 66 on piston rod 67, terminating in a seatadjusting eyelet E8, and as is clear from Fig. 2, through connecting pinit and U-shaped channel bracket ll secured to transverse wall 9,operatively controls the seat adjustments.

This well known one direction electro-hydraulic power jack operatesunder the fluid pressure of up to 210 lbs. exerted by a gear pump 72 onan electric motor 13, having a control switch at M, arranged to beoperated by a solenoid generally at 2'5 on conduit 16. This usual jackbeing of a one direction construction, for the seat return operationheavy return springs H are provided.

The seat supporting pair of racks 55 are composed of three majorelements, each having a stationary member secured to the floor, apivoted intermediate member, and a telescoping sliding member. Inoperation, as indicated in Fig. while the passengers end seat adjustmentre mains locked, the lever 4i position is shown after depression by thedriver. This act frees the seat locking engagement between the pivotingand sliding member, and establishes an electric circuit that energizessolenoid 56 (only), this solenoid lifts valve 58 from its seat, allowingthe heavy jack return spring T! to force the operatfluid out of thejack, resulting in the rearward adjustment of the drivers end of theseat. Should the driver press down on his pad M that overlaps lever M,an additional electric circuit energizes also solenoid 15 therebystarting the electric motor 13 and operating fluid pump it respectively.The pump forces fluid into the jack, the piston in the jack adjusts thedrivers The solenoid end of seat forwardly. In these two operations theseat takes a slightly diagonal position, to prevent seat rack binding,suitable clearances are provided around the pivot bolts to allow aslight lateral displacement of the pivotal member in relation to thestationary one. The passenger end of seat control operates like thedrivers end ones except that it affects only the passengers end of theseat. In further operation, when the corresponding control means areoperated at each end of the seat, the presently generally accepted.parallel seat adjustment is arrived at.

Figs. 9 to 13 inclusive show a modification of the invention. Here, forsimplicity of-presentation the previous indicating numerals areduplicated with a prime exponent.

Applicant illustrates a pair of well known telescoping guide railsarranged to extend and contract on an anti-friction roller 88 and steelballs M. This construction is not new with the applicant. These guiderails are used by the largest automobile manufacturer, here however, areshown when provided with a pivot bolt 26' operatively interconnectingthe stationary member upper wall it and lower Wall of the pivotablemember. Between the bolt and holes in these walls sufiicient clearanceis provided to permit a slight lateral displacement of these walls atdiagonal seat adjustment. To further reduce the friction between thestationary and pivotal members, anti-friction balls 82 in floating ballspacers are indicated. For these balls, the stationary member wall itprovides un-machined indentation E5". The lower surface of wall 22 atits ends holds plates 82 as by rivets 82 their inner unmachined endsserve as races for balls 82. It will be noted, that the spacing betweentwo associated balls is made small for the purpose of allowing a slightlateral displacement between the stationary and pivoting members atdiagonal seat adjustment.

The hydraulic jacks here shown in housing 5t", serve for the seat endselective diagonal or seat parallel adjustment, each power jack, is atone (rear) end anchored to the automobile floor, and the other end,through the piston rod is operatively connected to its respective seatend. Applicant illustrates the jack in a linkaged frame now in generaluse. Linkage frame jack mounting was developed to control the seat atsudden deceleration, inasmuch as it is not new with. the applicant anddoes not form a part of the invention for simplicity of presentationapplicant believes the detailed description might be omitted.

The present day electro-hydraulically operated seats are now providedwith a single jack in a linkaged frame mounting, disposed under thedrivers seat. Applicant here proposes the use of two identical jacks andthe control switches now in quantity production, and here schematicallyillustrated in Fig. 10, as a usual spring loaded two direction electricswitch on the drivers side seat end, having a selective operating lever84, therewith integral electric contact arm and neutral position holdingspring 86.

When the electric switch lever 84 is moved back (towards Fig. 12) thedrivers side solenoid 5E and solenoid #5 become energized. Solenoid 58opens the hydraulic fluid passage control valve to the drivers side jackpiston, and solenoid l5 starts the electric motor 13' and the hydraulicpump, these actions result in the seat driver end forward motion. Whenthe lever 8 is reversed, only the drivers side solenoid 56' isenergized,

allowing the hydraulic fluid to leave the piston chamber under the forceof the heavy return spring ll, resulting in the rearward motion of thedrivers end of the seat.

In the preferred form, adjacent to control 84 applicant provides anexact duplicate electric switch selective lever 84' arranged to controlthe usual electric motor 13' and hydraulic pump. f-lere however, aduplicate power jack is disposed under the passenger part of the seat,and is controlled by switch 84'.

When the electric switch lever 85' is moved back only, the passenger endof the seat moves forward, for seat adjustment, also increasing thepassage width for the rear seat passengers when applied in a usual twodoor automobile (not shown) when the lever is reversed, the passengerend of seat moves rearwardly.

Applicant positions electric switch arms 8 and 8 on an automobile seat,for vertical operation, as indicated in Fig. 9, in close proximity, toallow the driver to depress or lift both adjacent arms in unison,resulting in the present day parallel fore or aft motion of the seat.

On the passenger end of seat an electric switch and arm, an exactduplicate of 84' (and 84), 84" is positioned, permitting the passengerto adjust her end of the seat for her own convenience withoutinterfering however with the drivers end of the seat.

Applicant here presents a power operated parallel or diagonal seatadjustment of great comfort to the driver and passenger and either ofthem are in position to adjust the seat to their convenience and alterthe seat position independently after the previous seat position becomesfatiguing.

To follow the present day practice applicant mounts the electricswitches on the seat ends; for certain applications applicant mightmount the switches on the seat front wall, making them accessible forboth the driver and passenger and also to allow the operation in unison(not shown).

While I have herein shown and described only certain specificembodiments of my invention and have suggested only certain possiblemodifications, it will be appreciated that many changes and variationscan be made to suit particularly conditions and embodiments of use,without departing from the spirit and scope of my invention.

What applicant claims as his invention:

1. A seat structure for a vehicle body, comprising a seat, a seat rackslide mechanism mounted beneath each end of the seat in supportingrelation thereto, each mechanism ineluding a normally stationary membersecured to the vehicle floor, a straight slide member secured to theseat, and means directly cooperating with said slide mechanism forpivotally connecting said slide member to the vehicle to permitselective forward and backward parallel and diagonal adjustment of theseat ends, and a pair of electro-hydraulic power jack means at one endanchored to the fioor with the other end anchored to the seat, andincluding a pair of adjacent manually selectively actuatable power jackcontrol means disposed at one end of the seat.

2. The invention disclosed in claim 1 wherein both ends of the seat areprovided with selective power jack control means.

3. A seat supporting and adjustment means for a motor vehicle having atransversely extendseat comprising, a seat rack slide mechanism beneatheach end of the seat in supporting relation thereto, each mechanismincluding a normally stationary member secured to the vehicle rloor, atelescoping member selectively adjustably mounted on the stationarymember whereby each end of the seat can be adjusted forwardly andbackwardly selectively for diagonal and parallel adjustment, pivotalmounting means directly cooperating with said slide mechanism forallowing such selective adjustment and seat ends adjusting power meansincluding manually actuatable control means for said power meansdisposed on the seat.

4. The invention disclosed in claim. 3, wherein the seat end adjustingpower means includes an hydraulic jack.

5. The invention disclosed in claim 3, wherein the power means comprisestwo hydraulic jacks selectively controlled by a pair of adjacentmanually actuatable means disposed on the seat.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 2,242,247 Grant May 20, 1941 2,283,761 Richter May 19, 19422,428,217 Hedley et al Sept. 30, 1947 2,432,895 Horton Dec. 16, 19472,563,220 Doty Aug. '7, 1951 2,568,930 Parsons Sept. 25, 1951 FOREIGNPATENTS Number Country Date 525,663 Great Britain Sept. 2, 1940 854,183France Jan. 4, 1940

